JP4552720B2 - Brake hydraulic pressure control device for vehicles - Google Patents

Description

  The present invention relates to a vehicular brake hydraulic pressure control device provided with an electromagnetic valve that controls communication and shut-off states of pipelines in a brake hydraulic circuit.

2. Description of the Related Art Conventionally, in a vehicle brake hydraulic pressure control device that performs ABS control, a master cylinder (hereinafter referred to as M / C) and wheel cylinders (hereinafter referred to as W / C) provided corresponding to the wheels, Each of the pipes connecting the two is provided with a pressure increase control valve for controlling the flow of the brake fluid to each W / C. The pressure increase control valve is composed of a solenoid valve Norma Le open type controlled by the two-position of the cut-off state and the communicating state.

  In such a vehicle brake hydraulic pressure control device, when the pressure increasing mode is set by ABS control, the M / C pressure is applied to W / C by setting the pressure increasing control valve in a communicating state for a predetermined time. It has become. However, if the pressure increase control valve at this time is suddenly switched between the communication state and the shut-off state, that is, if the pulse pressure increase generally performed in the past is performed, the pulse pressure sound (actuation) Sound). Therefore, by adjusting the control current (energization amount) to the pressure-increasing control valve, the pressure-increasing control valve is controlled like a linear valve (hereinafter referred to as linear driving), so that the pulse pressure in the pressure-increasing mode is It has been proposed to reduce sound (see, for example, Patent Document 1).

  That is, the pressure increase control valve can change the differential pressure between the upstream and downstream of the pressure increase control valve in accordance with the size of the gap between the valve body provided inside and the valve seat. For this reason, if the magnitude of the control current is changed to adjust the size of the gap, that is, the differential pressure amount between the upstream and downstream of the pressure increase control valve, and the pressure increase control valve is linearly driven, the communication state and the cutoff state are changed. Therefore, the pulse pressure noise can be reduced (see, for example, Patent Document 1).

  As described above, when the W / C pressure can be adjusted smoothly by linearly driving the pressure increase control valve, the relationship between the control current flowing through the pressure increase control valve and the amount of differential pressure becomes important. However, this relationship may change due to characteristic variations due to manufacturing errors of the pressure increase control valve, and in such a case, the pressure adjustment accuracy of the W / C pressure is lowered.

On the other hand, conventionally, in brake hydraulic control, the characteristics of the linear valve are directly measured on the brake ECU side, and the characteristics are stored in the brake ECU, so that driving according to the characteristics of each electromagnetic valve can be performed. It has been proposed to prevent a decrease in the pressure regulation system due to characteristic variations (see, for example, Patent Document 2).
JP 2003-19952 A JP-A-11-147466

  However, when the method of directly measuring the characteristics of the electromagnetic valve is employed as described above, such a characteristic measuring device must be provided in the brake ECU, and a complicated device is required. Becomes expensive. In order to eliminate such an adverse effect, the characteristic variation itself due to the manufacturing error of the solenoid valve is reduced, or after directly measuring the characteristics of each solenoid valve, only non-defective products are selected and used as a vehicle brake hydraulic pressure control device. By adopting it, it may be possible to eliminate the need for a characteristic measurement device. However, in the former case, the design and process management of the solenoid valve becomes strict, which increases the manufacturing cost of the solenoid valve. In the latter case, a solenoid valve that has not been selected as a non-defective product has to be disposed of, resulting in a decrease in yield.

  In view of the above points, an object of the present invention is to prevent a decrease in pressure adjustment accuracy in brake hydraulic pressure control even when an electromagnetic valve having characteristic variations is used.

  In order to achieve the above object, the present inventors have conducted the following studies. First, a differential pressure current characteristic map of the solenoid valve was created, and the distribution of the characteristic variation of the solenoid valve was examined on this map. For example, it was confirmed that it was distributed in the region X shown in FIG. To do.

  When the characteristic variation of the solenoid valve has a distribution as shown in this figure, a deviation occurs in the target differential pressure with respect to the current value of the control current flowing through the solenoid valve. At this time, if the required accuracy of the solenoid valve is within a predetermined range centered on the target differential pressure, for example, the solenoid valves that satisfy the required accuracy become a part distributed in the region X, and all the solenoid valves satisfy the required accuracy. Not a translation.

  However, for example, the region X is divided into three regions A to C that are divided by a range equal to or narrower than the required accuracy range, and the target differential pressure with respect to the current value of the control current is divided for each region. If the relationship is set individually, it is possible to obtain a solenoid valve that satisfies the required accuracy for each region.

  That is, for a solenoid valve existing in the region A, if the current value of the control current is a value corresponding to the region A, the differential pressure value generated when the control current is passed through the solenoid valve is the target differential pressure. To a value within the required accuracy range. Similarly, for the solenoid valves existing in the regions B and C, if the current value of the control current is set to a value corresponding to the region B or the region C, it is generated when the control current is passed through the solenoid valve. The differential pressure value is a value within the required accuracy range from the target differential pressure.

  For this reason, when the solenoid valve is manufactured, the characteristics of each solenoid valve are measured, and it is selected whether each solenoid valve exists in the region A, B, or C. And if the mark according to the selected characteristic is shown on the board on which each electromagnetic valve is mounted, and the mark can be read by the brake ECU, the characteristic of each electromagnetic valve is indicated to the brake ECU one by one. Even if it is not stored, the characteristics can be identified by the brake ECU.

  In particular, if a plurality of solenoid valves used in the vehicle brake hydraulic pressure control device are mounted on one board, only the solenoid valves existing in the same area among the areas A to C are mounted on the same board. By doing so, it becomes possible to unify the characteristics of the solenoid valves mounted on the substrate. For this reason, it becomes possible to represent the characteristic of each solenoid valve mounted on the substrate by only one mark.

  Then, the characteristic map of the center value for each of the areas A to C is stored in advance for the brake ECU, and the brake ECU identifies which of the areas A to C the mark attached to the board represents, The current value of the center value corresponding to the area identified from the brake ECU is caused to flow through the solenoid valve as a control current. In this way, each solenoid valve always generates a differential pressure that satisfies the required accuracy, and it is possible to prevent the pressure adjustment accuracy in the brake fluid pressure control from being lowered.

  Therefore, in the first aspect of the present invention, the solenoid valve (17, 18, 37, 38) that generates a differential pressure between the upstream and the downstream according to the magnitude of the control current, and the control current that flows to the solenoid valve In a vehicular brake hydraulic pressure control device having a control unit (70) that controls to generate a target differential pressure between upstream and downstream of the electromagnetic valve by controlling the magnitude, the characteristics of the electromagnetic valve are And a control unit that stores a map obtained by dividing the entire range of variation in the differential pressure-current characteristics of the solenoid valve by a plurality of regions (A to C). By recognizing the characteristics of the solenoid valve represented by the mark part, it is possible to recognize in which of the plurality of regions the solenoid valve exists, and control is performed during brake fluid pressure control. Set the current value to a value according to the recognized area. It is a symptom.

  Thus, the mark part showing the characteristic of an electromagnetic valve is provided, and the control part can recognize the characteristic of an electromagnetic valve based on this mark part. Thereby, it is possible to generate a differential pressure that satisfies the required accuracy in the solenoid valve by recognizing the characteristics of the solenoid valve in the control unit and setting the control current according to the characteristics. Therefore, it is possible to prevent a decrease in pressure adjustment accuracy in the brake fluid pressure control without providing a characteristic measuring device capable of individually measuring the characteristics of the electromagnetic valve in the control unit.

Specifically, the mark portion can indicate the characteristics of the electromagnetic valve by the resistance value, and the resistance value of the mark portion is different corresponding to a plurality of regions .

Further, in the first aspect of the invention, the resistance value representing the region (A) located at the center of the plurality of regions is set to be substantially infinite, and the remaining regions (B, C). Are set to different finite resistance values, the control unit detects that the resistance value representing the remaining region becomes substantially infinite due to disconnection, and the solenoid valve is positioned at the center. It is characterized in that the magnitude of the control current is set as being present in the area to be operated.

  In this way, even if the selected solenoid valve exists in the remaining region different from the center, even if the power supply line to the mark portion constituting the resistance value is disconnected, the solenoid valve Will be misrecognized as existing in the central region. For this reason, the electromagnetic valve exists in the region (B) located on one side of the region located in the center, but is present in the region (C) on the opposite side of the region located across the center. As compared with the case where it is mistakenly recognized, the error from the true value of the set control current can be reduced, and the decrease in pressure regulation accuracy can be minimized.

As such a solenoid valve, as shown in claim 2 , a master cylinder (13) for generating a brake fluid pressure based on an operation of a brake operation member (11) of a driver, and a master cylinder (13) A plurality of pressure increase control valves (17, 17) provided in the main pipe lines (A, E) connecting the plurality of wheel cylinders (14, 15, 34, 35) that generate a braking force based on the brake fluid pressure. 18, 37, 38).

  In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(First embodiment)
A first embodiment of the present invention will be described. FIG. 1 shows an overall configuration of a vehicle brake hydraulic pressure control apparatus 1 to which a first embodiment of the present invention is applied.

  As shown in FIG. 1, the vehicle brake hydraulic pressure control device 1 includes a brake pedal 11, a booster device 12, an M / C 13, W / C 14, 15, 34, 35, and a brake hydraulic pressure control. Actuator 50 and brake ECU 70 are provided.

  A brake pedal 11 as a brake operation member that is depressed by a driver when applying braking force to the vehicle is connected to a booster 12 and an M / C 13 that are sources of brake fluid pressure, and the driver depresses the brake pedal 11. Then, the pedaling force is boosted by the booster 12, and the master pistons 13a and 13b disposed in the M / C 13 are pressed. Thereby, the same M / C pressure is generated in the primary chamber 13c and the secondary chamber 13d defined by the master pistons 13a and 13b.

  The M / C 13 is provided with a master reservoir 13e having passages communicating with the primary chamber 13c and the secondary chamber 13d. The master reservoir 13e supplies brake fluid into the M / C 13 through the passage, or stores excess brake fluid in the M / C 13. Note that each passage is formed to have a diameter that is much smaller than the diameter of each main pipeline extending from the primary chamber 13c and the secondary chamber 13d. An orifice effect is exhibited when the brake fluid flows into the tank.

  The M / C pressure generated in the M / C 13 is transmitted to each of the W / Cs 14, 15, 34, 35 through the brake fluid pressure control actuator 50.

  The brake fluid pressure control actuator 50 includes a first piping system 50a and a second piping system 50b. The first piping system 50a controls the brake fluid pressure applied to the left front wheel FL and the right rear wheel RR, and the second piping system 50b controls the brake fluid pressure applied to the right front wheel FR and the left rear wheel RL. X piping is constituted by these two piping systems of the first and second piping systems 50a, 50b.

  Hereinafter, the first and second piping systems 50a and 50b will be described. However, since the first piping system 50a and the second piping system 50b have substantially the same configuration, the first piping system 50a will be described here. The description of the second piping system 50b is omitted with reference to the first piping system 50a.

  The first piping system 50a includes a pipeline A serving as a main pipeline that transmits the above-described M / C pressure to the W / C 14 provided in the left front wheel FL and the W / C 15 provided in the right rear wheel RR. ing. A W / C pressure can be generated in each of the W / Cs 14 and 15 through the pipe A.

  Further, the pipe line A is provided with a first differential pressure control valve 16 composed of an electromagnetic valve capable of controlling two positions in the communication / differential pressure state. The first differential pressure control valve 16 is in a communicating state in a normal brake state, and the valve position is in a differential pressure state when electric power is supplied to the solenoid coil. At the valve position of the differential pressure state in the first differential pressure control valve 16, the M from the W / C 14, 15 side is only when the brake fluid pressure on the W / C 14, 15 side becomes a predetermined level or higher than the M / C pressure. Brake fluid flow is allowed only to the / C13 side. For this reason, the W / C 14 and 15 side is always maintained so as not to be higher than the M / C 13 side by a predetermined pressure or more, and the respective pipelines are protected.

  The pipe A branches into two pipes A1 and A2 downstream of the first differential pressure control valve 16 on the W / C 14 and 15 side. One of the two pipes A1 and A2 is provided with a first pressure increase control valve 17 for controlling the increase of the brake fluid pressure to the W / C 14, and the other is an increase of the brake fluid pressure to the W / C 15. A second pressure increase control valve 18 is provided for controlling the pressure.

  The first and second pressure increase control valves 17 and 18 are configured as electromagnetic valves as two-position valves that can control the communication / blocking state. When the first and second pressure increase control valves 17 and 18 are controlled to be in communication, the M / C pressure or the brake fluid pressure generated by the discharge of brake fluid from a pump 19 described later is applied to the W / C 14 and 15. Be able to.

The first and second pressure-increasing control valves 17 and 18 are basically applied to the solenoids provided in the first and second control valves 17 and 18 during normal braking by the operation of the brake pedal 11 performed by the driver. the control current is always communicating state when (when de-energized) to be zero, but has a Normal Le open type controlled by the cut-off state when (when energized) the control current to the solenoid is flowed at ABS control By adjusting the magnitude (energization amount) of the control current during energization, it also functions as a linear valve that generates a predetermined differential pressure between the upstream and downstream.

  The first differential pressure control valve 16 and the first and second pressure increase control valves 17 and 18 are provided with safety valves 16a, 17a and 18a, respectively, in parallel. The safety valve 16a of the first differential pressure control valve 16 reduces the M / C pressure to W / C14 when the driver depresses the brake pedal 11 when the valve position of the first differential pressure control valve 16 is in the differential pressure state. , 15 so as to be able to transmit. The safety valves 17a and 18a of the pressure increase control valves 17 and 18 are returned to the brake pedal 11 by the driver, particularly when the pressure increase control valves 17 and 18 are controlled to be shut off during ABS control. In some cases, the W / C pressure of the left front wheel FL and the right rear wheel RR is provided so as to be able to be reduced corresponding to this return operation.

  In the pipeline A, the first and second pressure increase control valves 17 and 18 and the pipeline B serving as a pressure-reducing pipeline connecting the pressure regulating reservoir 20 between the W / Cs 14 and 15 are controlled in communication / blocking states. As a two-position valve that can be formed, a first pressure reduction control valve 21 and a second pressure reduction control valve 22 each comprising an electromagnetic valve are provided. The first and second pressure reduction control valves 21 and 22 are always cut off during normal braking.

  A conduit C serving as a reflux conduit is disposed so as to connect the pressure regulating reservoir 20 and the conduit A serving as the main conduit. This pipe C is provided with a self-priming pump 19 driven by a motor 60 so as to suck and discharge brake fluid from the pressure regulating reservoir 20 toward the M / C 13 side or the W / C 14, 15 side. Yes.

  A safety valve 19 a is provided on the discharge port side of the pump 19 so that high-pressure brake fluid is not applied to the pump 19. A fixed capacity damper 23 is disposed on the discharge side of the pump 19 in the pipe C in order to reduce the pulsation of the brake fluid discharged by the pump 19.

  And the pipe line D used as an auxiliary pipe line is provided so that the pressure regulation reservoir 20 and M / C3 may be connected. Brake fluid pressure such as traction (TCS) control and skid prevention control (Electronic Stability Control: ESC) is obtained by sucking brake fluid from the M / C 13 by the pump 19 and discharging it to the pipeline A through the pipeline D. At the time of control, brake fluid is supplied to the W / C 14, 15 side so that the W / C pressure of the target wheel can be increased.

  The pressure regulating reservoir 20 is connected to the pipeline D and receives the brake fluid from the M / C 3 side, and receives the brake fluid that is connected to the pipelines B and C and escapes from the W / Cs 14 and 15. In addition, a reservoir hole 20b for supplying brake fluid to the suction side of the pump 19 is provided and communicates with the reservoir chamber 20c. A ball valve 20d is disposed inside the reservoir hole 20a. The ball valve 20d is provided with a rod 20f having a predetermined stroke for moving the ball valve 20d up and down separately from the ball valve 20d.

  Also, in the reservoir chamber 20c, there are a piston 20g interlocking with the rod 20f, and a spring 20h that generates a force for pressing the piston 20g toward the ball valve 20d to push out the brake fluid in the reservoir chamber 20c. Is provided.

  The pressure regulating reservoir 20 configured as described above is configured such that when a predetermined amount of brake fluid is stored, the ball valve 20d is seated on the valve seat 20e and the brake fluid does not flow into the pressure regulating reservoir 20. . For this reason, more brake fluid than the suction capacity of the pump 19 does not flow into the reservoir chamber 20c, and no high pressure is applied to the suction side of the pump 19.

  On the other hand, as described above, the second piping system 50b has substantially the same configuration as the first piping system 50a. That is, the first differential pressure control valve 16 corresponds to the second differential pressure control valve 36. The first and second pressure increase control valves 17 and 18 correspond to the third and fourth pressure increase control valves 37 and 38, respectively, and the first and second pressure increase control valves 21 and 22 correspond to the third and fourth values, respectively. This corresponds to the pressure reduction control valves 41 and 42. The pressure regulation reservoir 20 corresponds to the pressure regulation reservoir 40. The pump 19 corresponds to the pump 39. The damper 23 corresponds to the damper 43. Further, the pipeline A, the pipeline B, the pipeline C, and the pipeline D correspond to the pipeline E, the pipeline F, the pipeline G, and the pipeline H, respectively. As described above, the hydraulic piping structure in the vehicle brake hydraulic pressure control device 1 is configured.

  The brake ECU 70 corresponds to an electronic control unit, and is constituted by a well-known microcomputer having a CPU, ROM, RAM, I / O, and the like, and performs processing such as various calculations according to a program stored in the ROM. Execute.

  Based on the electrical signal from the brake ECU 70, the control valves 16-18, 21, 22, 36-38, 41, 42 and the pumps 19, 39 in the brake fluid pressure control actuator 50 configured as described above are provided. Voltage application control to the motor 60 for driving is executed. Thereby, control of the W / C pressure generated in each W / C 14, 15, 34, 35 is performed.

  For example, when a control voltage is applied from the brake ECU 70 to the motor 60 and the solenoid for driving the solenoid valve, the brake fluid pressure control actuator 50 applies a brake within the brake fluid pressure control actuator 50 according to the applied voltage. The piping route is set. The brake fluid pressure corresponding to the set brake pipe path is generated in the W / Cs 14, 15, 34, and 35 so that the braking force generated in each wheel can be controlled.

  Although not shown, the vehicle brake hydraulic pressure control device 1 is provided with a wheel speed sensor for each of the wheels FL, FR, RL, RR, and a detection signal of this wheel speed sensor is sent to the brake ECU 70. It is designed to be entered. Based on the detection signal of the wheel speed sensor, the brake ECU 70 obtains the wheel speed and the vehicle body speed of each wheel, and when the slip ratio expressed as the deviation between the vehicle body speed and the wheel speed reaches a predetermined value, the ABS control is performed. The brake fluid pressure control such as the above is executed.

  As described above, the vehicle brake hydraulic pressure control device 1 of the present embodiment is configured. In the vehicle brake hydraulic pressure control device 1 having such a configuration, the first to fourth pressure increase control valves 17, 18, 37, and 38 described above are mounted on the same board, and the wiring provided on the board is provided. Accordingly, the first to fourth pressure increase control valves 17, 18, 37, and 38 are electrically connected to the brake ECU 70. In the present embodiment, all of the first to fourth pressure increase control valves 17, 18, 37, and 38 are configured only by electromagnetic valves that exist in the same region among the regions A to C shown in FIG. 4 described above. ing.

  FIG. 2 shows an electrical connection structure between the board 80 on which the first to fourth pressure increase control valves 17, 18, 37, and 38 are mounted and the brake ECU 70, and the first to fourth provided in the brake ECU 70. The drive circuit of the pressure increase control valve 17, 18, 37, 38 is shown.

  As shown in this figure, the first to fourth pressure increase control valves 17, 18, 37, 38 are sequentially connected to the substrate 80, and these first to fourth pressure increase control valves 17, 18, 37 are connected. , 38 are electrically connected to the brake ECU 70 via wire harnesses 90 to 96, respectively.

  Specifically, power is supplied from the power source 82 to the board 80 via the switch 81, and the drive circuit in the brake ECU 70 and each solenoid coil 17a, 18a, 37a, 38a are connected. By being connected, the solenoid coils 17a, 18a, 37a, and 38a are arranged between the power supply 82 and GND. NPN transistors 72 to 75 that are turned on and off by a CPU (control unit) 71 provided in the brake ECU 70 are provided on a line where power is supplied to the solenoid coils 17a, 18a, 37a, and 38a. . The base current to these NPN transistors 72 to 75 is controlled by the CPU 71, whereby the current value of the control current flowing through the solenoid coils 17a, 18a, 37a and 38a is controlled, and the first to fourth pressure increase control valves 17 are controlled. , 18, 37 and 38, the differential pressure value generated is adjusted.

  In such a configuration, the substrate 80 is further provided with a mark portion 83 showing the characteristics of the first to fourth pressure increase control valves 17, 18, 37, and 38. The mark portion 83 is configured to be electrically readable by the CPU 71 of the brake ECU 70, and the characteristic is indicated by the resistance value of the resistor 84 in this embodiment. The resistance value of the resistor 84 is set according to the characteristics of the first to fourth pressure increase control valves 17, 18, 37, and 38 described above. For example, a resistance value corresponding to infinity (disconnected state), such as several kΩ and several tens kΩ, different resistance values are prepared for each characteristic, and the first to fourth pressure increase control valves 17, 18, 37 described above are prepared. , 38 is mounted on the substrate 80 with a resistance value matching the characteristics of 38. When the resistance value of the mark portion 83 is equivalent to infinity, the resistor 84 having a very large resistance value may be provided, but the resistor 84 itself may be omitted and the step may be completely disconnected. it can. In other words, the other mark portions 83 may have different finite resistance values, as long as the resistance values of the mark portions 83 can be regarded as substantially infinite.

  The resistor 84 constituting the mark portion 83 is connected to the power source 82 via the switch 81, and power is supplied when the switch 81 is turned on.

  On the other hand, on the brake ECU 70 side, the output of the mark portion 83 is input to the CPU 71 so that the mark indicated by the mark portion 83 can be recognized. Specifically, the low-side potential side of the resistor 84 is connected to the input terminal of the CPU 71 via the wire harness 97, and a pull-down resistor 76 is provided between the input terminal of the CPU 71 and GND so that the resistor 84 And the pull-down resistor 76 are inputted to the CPU 71. As a result, the potential between the resistor 84 and the pull-down resistor 76 fluctuates depending on the resistance value of the resistor 84, so that the first to fourth pressure increase control valves 17, 18 represented by the resistance value of the resistor 84 are represented by the CPU 71. , 37 and 38 can be recognized.

  Next, the operation of the vehicle brake hydraulic pressure control device 1 will be described. Since the basic brake fluid pressure control operation in the vehicle brake fluid pressure control device 1 is the same as the conventional one, the same operation as the conventional one is omitted, and here, for example, when the ABS control is executed. Only the case where the pressure increasing mode is set and the first to fourth pressure increasing control valves 17, 18, 37, 38 are linearly driven will be described.

  First, in the brake ECU 70, the characteristic recognition processing of the first to fourth pressure increase control valves 17, 18, 37, 38 is executed. FIG. 3 shows a flowchart of this characteristic recognition process.

  In step 100, a determination is made as to what level the identification signal voltage is. Here, the identification signal voltage indicates a potential input to the CPU 71, that is, a potential between the resistor 84 and the pull-down resistor 76.

  Since the potential between the resistor 84 and the pull-down resistor 76 varies depending on the resistance value of the resistor 84, for example, the lowest L level if the resistance value of the resistor 84 corresponds to infinity, and the highest H if several kΩ. If the level is several tens of kΩ, the intermediate M level is obtained. Depending on this level, the process proceeds to Steps 110 to 130. For example, in the case of the H level, the characteristic when the electromagnetic valve exists in the region A, in the case of the M level, the characteristic when the electromagnetic valve exists in the region B, In the case of the L level, the characteristic reading is performed as the characteristic when the electromagnetic valve exists in the region C.

  In step 140, the characteristics are set. Thereby, in the brake fluid pressure control, when the first to fourth pressure increase control valves 17, 18, 37, 38 are linearly driven, the control current corresponding to the set characteristic is set. .

  For example, when ABS control is executed and the pressure increasing mode is set, the pressure increasing process is executed. In this pressure increasing process, for example, if the wheel to be controlled is the left front wheel FL, an electric signal for linearly driving the first pressure increasing control valve 17 of the left front wheel FL and turning off the first pressure reducing control valve 21 is output. Is done. That is, when a base current is supplied from the CPU 71 shown in FIG. 2 to the NPN transistor 72, a control current is supplied to the solenoid coil 17a of the first pressure increase control valve 17, and the first pressure increase control valve 17 is supplied. Are driven linearly.

  At this time, the linear drive of the first pressure increase control valve 17 is NPN so that the differential pressure desired to be generated between the upstream and downstream of the first pressure increase control valve 17, that is, between the M / C 13 and the W / C 14. By adjusting the base current of the transistor 72, the control current is set to an energization amount corresponding to the estimated differential pressure value, and the control current is passed through the solenoid coil 17 a of the first pressure increase control valve 17. The W / C 14 corresponding to the left front wheel FL is gradually increased in a stepless manner by gradually reducing the control current to the first pressure increase control valve 17.

  When such a pressure increasing process is executed, the CPU 71 reads the potential corresponding to the output of the mark portion 83 provided on the substrate 80, more specifically the resistance value of the resistor 84, so that the CPU 71 performs the first to fourth operations. The characteristics of the pressure increase control valves 17, 18, 37, 38 can be recognized in advance. Therefore, by setting the base current that the CPU 71 flows to the NPN transistor 72 to a value corresponding to the characteristic, the current value of the control current that flows to the solenoid coil 17a of the first pressure increase control valve 17 is the center shown in FIG. Can be a value. For this reason, the first pressure increase control valve 17 can generate a differential pressure as required.

  As described above, in the vehicle brake hydraulic pressure control device 1 of the present embodiment, the characteristics of the electromagnetic valves for constituting the first to fourth pressure increase control valves 17, 18, 37, 38 are measured in advance. The electromagnetic valves are selected based on the measurement results, and the first to fourth pressure increase control valves 17, 18, 37, and 38 are configured by only the electromagnetic valves existing in the same region. Furthermore, a mark portion representing the characteristics of the first to fourth pressure increase control valves 17, 18, 37, 38 with respect to the substrate 80 on which the first to fourth pressure increase control valves 17, 18, 37, 38 are mounted. 83, and the brake ECU 70 can recognize the characteristics of the first to fourth pressure increase control valves 17, 18, 37, 38 based on the mark portion 83.

  Thereby, the brake ECU 70 recognizes the characteristics of the first to fourth pressure increase control valves 17, 18, 37, and 38, and sets the control current according to the characteristics, so that the first to fourth pressure increase control valves are set. It is possible to generate a differential pressure that satisfies the required accuracy at 17, 18, 37, and 38. Therefore, even if the brake ECU 70 does not include a characteristic measuring device that can individually measure the characteristics of the first to fourth pressure increase control valves 17, 18, 37, and 38, the pressure adjustment accuracy in the brake hydraulic pressure control can be improved. It is possible to prevent the decrease.

  Moreover, the 1st-4th pressure increase control valve 17 is comprised only by the solenoid valve which exists in the same area | region like the 1st-4th pressure increase control valve 17, 18, 37, 38 like this embodiment. , 18, 37, and 38 need only be one mark portion 83. This makes it possible to simplify the structure required for recognizing the characteristics of the first to fourth pressure increase control valves 17, 18, 37, and 38.

  The features shown in the present embodiment are particularly effective when the brake ECU 70 and the brake hydraulic pressure control actuator 50 are separately provided, for example, when they are attached by different manufacturers. That is, if the brake ECU 70 and the brake hydraulic pressure control actuator 50 are integrated, the characteristics of the first to fourth pressure increase control valves 17, 18, 37, and 38 can be written in the brake ECU 70. However, in the case where the brake ECU 70 and the first to fourth pressure increase control valves 17, 18, 37, 38 correspond to each other, it is necessary to perform processing such as product number management. On the other hand, as in this embodiment, the characteristics of the first to fourth pressure increase control valves 17, 18, 37, and 38 provided in the brake fluid pressure control actuator 50 are represented by the mark portion 83 of the substrate 80. Therefore, the brake ECU 70 can recognize the characteristics of the first to fourth pressure increase control valves 17, 18, 37, and 38 without considering the combination of the board 80 and the brake ECU 70.

  Further, even when the brake ECU 70 and the brake hydraulic pressure control actuator 50 are configured to be distributed after being integrated, in the case where either one breaks down and is replaced, the same as described above. It becomes effective for the reason.

(Other embodiments)
In the above embodiment, the first to fourth pressure increase control valves 17, 18, 37, and 38 mounted on the substrate 80 are all configured by electromagnetic valves that exist in the same region A to C. However, it does not necessarily have to be composed only of solenoid valves existing in the same region. That is, each of the first to fourth pressure increase control valves 17, 18, 37, and 38 is individually recognized so that the characteristics of the first to fourth pressure increase control valves 17, 18, 37, and 38 can be individually recognized. On the other hand, a mark portion 83 may be provided. However, in this case, since power supply lines corresponding to the number of the mark portions 83 are required, it is preferable to use the first embodiment.

  In the above embodiment, the display of the characteristic of the solenoid valve valve by the mark portion 83 is described by taking the resistance value of the resistor 84 as an example, but this is just an example. For example, if the mark portion 83 is configured by a memory and the characteristics of the electromagnetic valve are stored in the memory, the first to fourth pressure increase control valves 17 and 18 are read by reading the stored contents of the memory. , 37 and 38 can be recognized.

  In the above embodiment, as illustrated in FIG. 2, the case where the pull-down resistor 76 is provided on the brake ECU 70 side has been described as an example. However, the pull-down resistor 76 is provided on the board 80 side instead of the brake ECU 70 side. It doesn't matter.

  Moreover, in the said embodiment, when fail safe is considered, if the characteristic of a solenoid valve is represented by the resistance value of the resistor 84, the selected solenoid valve is the center of the three regions divided by the regions A to C. It is preferable to set the resistance value of the resistor 84 when it exists in the region A located at a distance corresponding to infinity. In this way, if the selected solenoid valve exists in the other regions B and C, even if the power supply line to the resistor 84 is disconnected, the solenoid valve exists in the region A. It will be misrecognized as a thing. For this reason, it is possible to reduce the error from the true value of the set control current compared to the case where the solenoid valve is erroneously recognized as existing in the region C even though it exists in the region B. It is possible to minimize the decrease in accuracy.

  And it becomes possible to aim at a cost reduction by eliminating the resistance which shows a characteristic about the solenoid valve which exists in the area | region B considered to be the highest in the product manufacturing cost.

  Furthermore, although the above embodiment has been described on the assumption that the area is divided into three areas A to C, it is also possible to divide into more areas. However, even in that case, the width of each region needs to be set to a level that satisfies the required accuracy.

It is a figure showing the whole brake fluid pressure controller for vehicles in a 1st embodiment of the present invention. FIG. 4 is a diagram showing a circuit board on which the first to fourth pressure increase control valves are mounted, an electrical connection structure between the brake ECU and a drive circuit for the first to fourth pressure increase control valves provided in the brake ECU. is there. It is a flowchart of a characteristic recognition process. It is the figure which showed the mode when the distribution of the characteristic variation of a pressure increase control valve, and the state when the area | region X of the characteristic variation was divided | segmented into several area | region AC by the space | interval where required precision is satisfied.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 11 ... Brake pedal, 13 ... M / C, 16, 36 ... Differential pressure control valve, 17, 18, 37, 38 ... Pressure increase control valve, 17a, 18a, 37a, 38a ... Solenoid coil, 21, 22, 41, 42 ... Depressurization control valve, 50 ... Brake hydraulic pressure control actuator, 50a, 50b ... First and second piping systems, 70 ... Brake ECU, 71 ... CPU, 72-75 ... NPN transistor, 76 ... Pull-down resistor, 80 ... Substrate, 81 ... switch, 82 ... power supply, 83 ... mark part, 84 ... resistor.

Claims (2)

A solenoid valve (17, 18, 37, 38) that generates a differential pressure between the upstream and downstream according to the magnitude of the control current;
A vehicle having a control unit (70) for controlling the magnitude of the control current to flow to the solenoid valve so as to generate a target differential pressure between the upstream and downstream of the solenoid valve. In the brake fluid pressure control device,
A mark portion (83) indicating the characteristics of the electromagnetic valve is provided,
The control unit stores a map obtained by dividing the entire range of variations in the differential pressure and current characteristics of the solenoid valve by a plurality of regions (A to C), and the control unit represents the mark represented by the mark unit. By recognizing the characteristics of the solenoid valve, it is possible to recognize in which region of the plurality of regions the solenoid valve exists,
When the control unit recognizes in which of the plurality of regions the electromagnetic valve is present, the region in which the magnitude of the control current is recognized in the brake fluid pressure control. set to a value corresponding to,
The mark portion indicates a characteristic of the electromagnetic valve by a resistance value, and the resistance value of the mark portion is different corresponding to the plurality of regions,
The resistance value representing the area (A) located in the center of the plurality of areas is set to substantially infinite, and the remaining areas (B, C) are set to different finite resistance values. If
When the control unit detects that the resistance value representing the remaining region becomes substantially infinite due to disconnection, the control current is assumed to be present in the region located in the center. The brake hydraulic pressure control device for a vehicle is characterized in that the size of the vehicle is set . A master cylinder (13) for generating brake fluid pressure based on the operation of the brake operation member (11) of the driver;
A plurality of wheel cylinders (14, 15, 34, 35) for generating a braking force based on the brake hydraulic pressure generated in the master cylinder;
Main pipelines (A, E) connecting the master cylinder and the wheel cylinder;
A plurality of pressure-increasing control valves (17, 18, 37, 38) provided to correspond to each of the plurality of wheel cylinders in the main pipeline and for controlling brake fluid pressure applied to the plurality of wheel cylinders; Have
The controller is configured to cause the control current to flow to a solenoid coil provided in each of the plurality of pressure increase control valves in order to drive the plurality of pressure increase control valves;
The vehicular brake hydraulic pressure control device according to claim 1, wherein characteristics of the plurality of pressure increase control valves are represented by the mark portions.

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